SD LIBRARY
5232
j 1020/2986/1982 j
TRANSPLAN, EDMONTON.-TRANSPORTA
TSR-02-81
Transplan TRANSPORTATION SYSTEM PLAN
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4020a .E3 E386 1982
@monton
T RANSPORTATION SYSTEMS DESIGN
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MAR 2 3 1284
T020 2986 1982
TSR/02/81
TRANSPORTATION SYSTEM PLAN
SUMMARY
NOVEMBER , 1981 REVISED MARCH 31, 1982
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TRANSPORTATION SYSTEMS DESIGN
TSR/02/81: TRANSPORTATION SYSTEM PLAN SUMMARY
The Transportation System Plan consists of the following six reports:
TSR/02/81 Transportation System Plan:
Summary
TSR/03/81 Transportation System Plan:
Assessment of Future Demand
TSR/04/81 Transportation System Plan:
Development of Alternative Strategies
TSR/05/81 Transportation System Plan:
Assessment of Alternative Strategies
TSR/06/81 Transportation System Plan:
The Recommended Strategy
TSR/07/81 Transportation System Plan:
The Transportation Planning and Implementation Process in Edmonton
These reports were prepared in order to meet the requirements of the City Transportation Act 1970 and constitute the "comprehensive transportation study report" required by the Act.
This series of reports was received as information by City Council as the "comprehensive transportation study report(s)" required by the City Transportation Act, 11 May 1982.
These documents were used as the basis for the development of the "Transportation System Bylaw 6707", as required by the Act.
Finally, the Recommended Strategy was used as the basis for amendments to the "General Municipal Plan Bylaw 6000".
June, 1982
R.A. Heise, P. Eng. General Manager TRANSPORTATION SYSTEMS DESIGN
.
i
PREFACE
The City Transportation Act, being Chapter 47 of the Revised Statutes of Alberta, 1970 with amendments up to and including November 3, 1978, states that: ,1 3.
Each City is responsible for the costs of establishing and maintaining all transportation facilities subject to its direction, control and management, but may qualify for financial assistance from the Province by complying with the terms of this Act.
4.
The City shall prepare a comprehensive transportation study report for the development of an integrated transportation system designed to service the needs of the entire City."
On 1974 02 25, City Council approved a format for the comprehensive transportation study report, called the Transportation Plan, which stated that the Transportation Plan would be presented in three parts:
- Transportation Plan Part I:
General Plan
- Transportation Plan Part II: Facilities Plan - Transportation Plan Part III: Long Range Planning and Review Process
Part I is a statement of guidelines, policies, and concepts for the development of a comprehensive transportation study. It was approved by Council on 1974 06 15.
Part II is a series of specific functional plans and implementation schedules for individual facilities deemed necessary to overcome immediate transportation problems, for example, the Yellowhead Trail Corridor Study and the Rapid Transit Extension Study, which have been approved by City Council.
ji
A listing of the components and timetable for Part III was presented to Council on 1976 01 27. This report stated that Part III would be presented in three volumes:
- Transportation Plan Part III, Volume I described the planning and evaluation process, and demand forecasting models used in developing a long range transportation plan. Volume I was received by Council as information on 1977 09 08.
- Transportation Plan Part II, Volume II is a series of internal technical working documents that describe the mathematical models and computer programs utilized in the planning and evaluation phase.
- Transportation Plan Part III, Volume III was intended to be presented in a series of technical reports assessing alternative transportation strategies and recommending the future transportation system for the city. The Transportation System Plan is Transportation Plan Part III, Volume III, and is comprised of the following documents:
TRANSPORTATION STUDY REPORTS
REPORT NUMBER
TITLE Transportation System Plan:
Summary
TSR/02/81
Transportation System Plan:
Assessment of Future Demand
TSR/03/81
Transportation System Plan:
Development of Alternative Strategies
TSR/04/81
Transportation System Plan:
Assessment of Alternative Strategies
TSR/05/81
Transportation System Plan:
The Recommended Strategy
TSR/06/81
Transportation System Plan:
TSR/07/81 Transportation Planning and Implementation Process in Edmonton
111
City Council has been advised of the development of the Transportation System Plan, its progress, and the basic conclusions of the work program through seminars and workshops held in January 1978, January 1979, July 1979, March 1980, June 1980 and January 1981. Infolmation reports were submitted in July and August 1981 with presentations made on the individual reports to the Utilities and Engineering Committee in the Fall of 1981 and early New Year 1982. On 1982 03 10, an Aldermanic Seminar was held at which time the complete Transplan package was presented and discussed with City Council.
It was concluded that the Administration should bring the Transplan documentation, the Transportation System Bylaw 6707 and the amendment to the General Municipal Plan Bylaw 6000 before City Council for formal consideration.
TABLE OF CONTENTS
SECTION
PAGE
PREFACE TABLE OF CONTENTS LIST OF EXHIBITS
1.0
INTRODUCTION
1
1.1
TRANSPORTATION PLANNING
1
1.2
THE EDMONTON SITUATION
2
1.3
THE TRANSPORTATION SYSTEM CONCEPT
3
2.0
THE RECOMMENDED STRATEGY
4
2.1
DEVELOPMENT OF THE RECOMMENDED STRATEGY
4
2.2
GOALS, OBJECTIVES AND POLICIES
7
2.3
THE LONG-RANGE NETWORKS
3.0
PHASES IN THE TRANSPORTATION PLANNING AND
4.0
14
IMPLEMENTATION PROCESS
19
CONCLUSION
22
I
LIST OF EXHIBITS
EXHIBIT
PAGE
EXHIBIT 2.1
PERFORMANCE RANKING OF ALTERNATIVE STRATEGIES
5
EXHIBIT 2.2
COMPARISON OF ALTERNATIVE STRATEGIES
6
EXHIBIT 2.3
LONG RANGE ROADWAY NETWORK
15
EXHIBIT 2.4
LONG RANGE TRANSIT NETWORK
16
EXHIBIT 3.0
IMPLEMENTATION PROCESS
21
EXHIBIT 4.0
A DOCUMENTARY HISTORY OF TRANSPLAN
23
1.0 INTRODUCTION
This document presents a summary of the Transportation System Plan, the name given to the "comprehensive study report" requirement of the City Transportation Act. The result is the Recommended Strategy consisting of a statement of goals, objectives and policies, as well as the LongRange Networks (roadway and transit), which form the base for meeting the Transportation System Bylaw requirements of the City Transportation Act.
1.1 TRANSPORTATION PLANNING
The rise in automobile ownership in North America after World War II led to the development of transportation systems catering chiefly to the requirements of the privately-owned automobile. The first products of the newly-emerging art of transportation planning in the late 1950's and early 1960's reflected this trend with their massive roadway-oriented plans. One result was that the role of public transportation was reduced. Further unfortunate results were extreme environmental and social problems in some cities. The impact in terms of environmental, social, physical and financial factors resulted in public dissatisfaction with roadway oriented systems.
In reaction to these unacceptable forecasts, public transit was put forward as an alternative to the private automobile. During the early 1970's, extreme advocate positions developed at both the political and technical level, promoting either transit or the automobile. This led to a major down-scaling of roadway-oriented plans and investment of large financial resources in the development and marketing of transit. Unfortunately, these investments did not result in either the hoped-for shift to transit or reduced automobile ownership and usage.
2
It is now recognized that transportation systems which are either extremely roadway-oriented or extremely transit-oriented do not produce an optimum solution; the degree of roadway or transit-orientation is unique to each city. This relationship is a function of the overall physical, social, environmental and financial goals and capabilities of the city. Most of these factors are subject to continual change. This is especially so in Edmonton, where tremendous growth is occurring, which will continue in the foreseeable future. It is therefore necessary to establish a process for transportation planning and implementation, including an ongoing review and monitoring of the transportation system and all those factors which influence its effectiveness.
1.2 THE EDMONTON SITUATION
The evolution of transportation planning in Edmonton has followed classic lines. The 1963 Metropolitan Edmonton Transportation Study (METS) gave the City a transportation plan which was consistent with the then current state of the art - primary investment in roadway facilities. The interpretation and implementation of the transit-oriented policies and guidelines contained in Transportation Plan Part I (1974) embarked Edmonton upon a major program of development and marketing of the transit system.
The Transportation System Plan, through comparative assessment of alternatives, has synthesized a Recommended Strategy, which takes into account the current goals of the City with respect to social, environmental, physical, financial and transportation concerns as expressed by City Council through the General Municipal Plan and by the general public. The goals and objectives of the Recommended Strategy provide the framework of a truly balanced transportation system in the sense of balancing a wide range of sometimes conflicting goals.
3
1.3 THE TRANSPORTATION SYSTEM CONCEPT
The Transportation System Plan recommends an overall transportation strategy, requiring that the total transportation system be conceived, planned and implemented as an integrated entity.
As the individual components of the system are implemented, it is essential that each facility be supportive of the overall strategy. It is of fundamental importance that the two major modes of transportation - public transit and the private automobile - be planned and implemented in a co-ordinated manner, wherever they can efficiently and effectively fulfill the overall goals of the City.
The supply of facilities in order to manage demand is only one side of the equation: the demand for facilities can be influenced by certain means, thereby modifying the required supply. Demand can be influenced by land use planning, i.e.: by the physical arrangement and separation of different land use activities, and by the permitted density of these activities. It can be influenced by traffic management techniques, which may introduce things like signal co-ordination patterns designed to facilitate desired travel patterns and ride-sharing programs as a means of reducing the peak demand for transportation in certain areas of high activity, as well as parking controls and pricing controls for use of facilities and services. Demand can be influenced by emphasizing one mode of travel over another in strategic areas.
A comprehensive transportation system management mechanism is required in order to plan for, implement, and manage the future transportation infrastructure of Edmonton in an effective and responsive manner.
4
2.0 THE RECOMMENDED STRATEGY
The objectives and policies of the Recommended Strategy clearly indicate that all the measures (mentioned previously) for influencing demand will be brought into play on a comprehensive and integrated basis. This complex relationship between supply and demand for transportation can be managed within the overall goals of the City, only if the management of all aspects of the transportation system are dealt with as one entity.
2.1 DEVELOPMENT OF THE RECOMMENDED STRATEGY
The Recommended Strategy has been derived from a comparative analysis of alternative transportation strategies, each representing a different approach to dealing with projected future transportation demands.
The following alternative strategies are described fully in Report TSR/04/81: Transportation System Plan: Development of Alternative Strategies
(Each strategy was developed to be a viable system capable of
responding to long range demands, by means of mutually supportive, integrated roadway and transit networks.)
Default Strategy This strategy represents a possible result of the City defaulting on its responsibility to provide a transportation system consistent with and supportive of its overall goals.
Auto-Oriented Strategy This strategy represents the likely result of the City opting for a long-range transportation plan catering largely to the private automobile, while maintaining a basic transit service.
Transit-Oriented Strategy This strategy represents the likely' result of providing a high level of transit service into the downtown and other major generators, while reducing investment in roadways within the inner city.
trans • ortation s stem plan
ALTERNATIVE STRATEGIES OBJECTIVE DEFAULT
AUTOORIENTED
TRANSITORIENTED
BALANCED
PARKING
2
1
3
4
USER FEES
3
2
1
3
COST
1
3
1
4
EFFICIENCY
3
4
2
1
RESTRAINT
3
3
2
1
IMPACT
3
3
2
1
TRANSIT
3
4
1
2
FLEXIBILITY
3
4
2
1
URBAN DEVELOPMENT
4
3
2
1
MOBILITY
3
2
3
1
e d wai sks uoil es io. suei
trans ortation s stem plan
ortation s stem plan transportation system plan
11.141rIi,JJ
1 - Best Performance
.maLmuatm11:21ffM
4 - Worst Performance
=ansportationSystem Pa
ffs
elrnonton ortation system plan
PERFORMANCE RANKING OF ALTERNATIVE STRATEGIES trans • ortation s stem plan
trans • ortation system plan
EXHIBIT 2.1
trans • ortation s stem plan
OBJECTIVE
WEIGHT %
DEFAULT
AUTOORIENTED
TRANSITORIENTED
BALANCED
PARKING
3.2
0.75
1.00
0.50
0.25
USER FEES
5.4
0.50
0.75
1.00
0.50
COST
5.7
1.00
0.50
1.00
0.25
EFFICIENCY
8.5
0.50
0.25
0.75
1.00
RESTRAINT
9.2
0.50
0.50
0.75
1.00
IMPACT
9.7
0.50
0.50
0.75
1.00
TRANSIT
11.3
0.50
0.25
1.00
0.75
WIMENICITIDZILEZIZ
UNWEIGHTED SCORES OF ALTERNATIVE STRATEGIES
e d ulai sifs u onei m. suei
trans ortation s stem plan
trans ortation s stem plan
trans ortation s stem plan transportation system plan
z FLEXIBILITY
13.9
0.50
0.25
0.75
1.00
URBAN DEVELOPMENT
14.6
0.25
0.50
0.75
1.00
MOBILITY
15.1
0.50
0.75
0.50
1.00
48.31
46.61
73.48
84.40
% TOTAL SCORE
NOTES: Performance Ranking (see EXHIBIT 4.2) Unweighted Score
1
2
3
4
1.00 0.75 0.50 0.25
TOTAL SCORE for each alternative strategy = sum of (WEIGHT x UNWEIGHTED SCORE) for all objectives. Maximum possible total score 96.6% due to exclusion of OTHER objectives
=ansportationSystem Plan eirrionton trans ortation system plan
COMPARISON OF ALTERNATIVE STRATEGIES
trans • ortation s stem plan
trans • ortation system plan
EXHIBIT 2.2 trans ortation s stem plan
0
7
Balanced Strategy This strategy attempts to restrain the use of the private automobile, especially in the downtown area by providing attractive alternative transit services, facilities, and incentives to use these alternatives.
Each strategy has been assessed for its ability to meet the objective statements of mobility, flexibility, support for the General Municipal Plan Growth Strategy, community impact and cost in Report TSR/05/81: Transportation System Plan: Assessment of Alternative Strategies. The Balanced Strategy performed the best overall in these measurable objectives (Exhibit 2.1 and 2.2). This strategy was the preferred strategy for the development of the Recommended Strategy (TSR/06/81: Transportation System Plan: The Recommended Strategy).
2.2 GOALS, OBJECTIVES AND POLICIES
The Recommended Strategy consists of a set of goals, objectives and policy statements for the long-term development of the transportation system.
These statements have been derived from detailed review and their development is documented in TSR/06/82 (Section 2.2.2).
The first two objective statements and their corresponding policy statements are quoted in Section 2.2.1. The reason for this is that these statements set out the basic objectives for Edmonton's transportation system.
8
OBJECTIVES AND POLICIES FROM EDMONTON'S
2.2.1
GENERAL MUNICIPAL PLAN BYLAW 6000 TRANSPORTATION SECTION
OBJECTIVE 8.A TO DEVELOP AND MAINTAIN A TRANSPORTATION SYSTEM WHICH SUPPORTS AND ENHANCES THE CITY'S GROWTH STRATEGY.
POLICY 8.A.1
The City will develop a Transportation System Plan which determines the most efficient use of resources to accommodate the travel demands generated by the growth strategy.
POLICY 8.A.2 The City's Transportation System will provide for a fully integrated system of roadway and public transit facilities and services within the City and with the Region.
POLICY 8.A.3 The City will focus residential and decentralized employment opportunities at density nodes around existing and future LRT Stations both in the inner city and suburban areas or areas of high transit accessibility.
POLICY 8.A.4 The City will develop and implement programs of roadway and public transit modifications, improvements and extensions as set out in the Transplan which will facilitate achievement of the growth strategy.
POLICY 8.A.5 The City will maintain a long range transportation plan consistent with the growth strategy, taking into account the economic, fiscal, level of service, social and environmental aspects of alternative transportation strategies.
9
OBJECTIVE 8.B TO PROVIDE ROADWAY AND PUBLIC TRANSIT FACILITIES AND SERVICES WHICH ACHIEVE AN ACCEPTABLE LEVEL OF ACCESSIBILITY AND MOBILITY, CONSISTENT WITH THE OVERALL OBJECTIVES OF THE GENERAL MUNICIPAL PLAN.
POLICY 8.B.1 The City will maintain a basic level of public transit service throughout the city to ensure adequate transportation for those persons desiring to use alternate modes of travel.
POLICY 8.B.2 The City will provide a high level of public transit service to major activity centres within the city, where this service will benefit the overall transportation system.
POLICY 8.B.3 The City will develop and maintain paratransit systems, where appropriate, to serve the transportation needs of special user groups.
POLICY 8.B.4 The City will provide a basic level of roadway access to approved land use developments within the city.
POLICY 8.B.5 The City will provide an arterial roadway network which has, as a primary function, the mobility of public and private vehicles within the city.
10• 2.2.2
TRANSPORTATION SYSTEM PLAN - OBJECTIVES AND POLICIES
OBJECTIVE 1
TO DEVELOP AND MAINTAIN PUBLIC TRANSIT AS THE DOMINANT MODE OF TRANSPORTATION FROM ALL PARTS OF THE CITY INTO THE CBD* AND OTHER MAJOR TRANSIT TRIP GENERATORS IN THE CITY IN SUPPORT OF THE GENERAL MUNICIPAL PLAN.
POLICY 1.1
The City will develop and maintain a system of public transit within and radiating from the CBD, including LRT, express bus service on exclusive rights-of-way where warranted and bus priority measures.
POLICY 1.2
The City will implement transit priority measures where appropriate on the roadway system to reduce delays to transit vehicles.
POLICY 1.3
The City will develop and maintain a system of transit centres at major activity centres and other appropriate locations through the city, and utilize the timed transfer concept to minimize transfer times.
POLICY 1.4
The City will control the availability of long-term employee parking in the CBD and fringe areas through supply, pricing or other appropriate mechanisms to encourage the use of public transportation for work trips to these areas.
POLICY 1.5
The City will provide commuter park-and-ride and dropoff facilities at stations on the LRT system and at transit nodes on downtown oriented radial arterial routes in the suburbs and, where feasible, at inner city stations and major activity centres.
POLICY 1.6
The City will maintain an on-going transit marketing program.
*CBD is the Central Business District. It generally, at present, includes the area bounded by 92 Street, the CN Corridor, the CP Corridor and the North Saskatchewan River, excluding the community of Riverdale-
11 OBJECTIVE 2
TO REDISTRIBUTE THE DEMANDS FOR TRAVEL ON THE ROADWAY SYSTEM IN AN AROUND THE CBD.
POLICY 2.1
The City will designate an arterial inner distribution system with and/or adjacent to the CBD giving full consideration to minimizing adverse neighbourhood impacts, which will encourage:
- those vehicles desiring to go across the CBD to bypass the internal CBD street system.
- those vehicles requiring to enter the CBD street system to distribute around the periphery of the CBD and enter at the most appropriate location.
POLICY 2.2
The City will provide transit vehicles with priority over other vehicular traffic in and around the CBD as appropriate.
POLICY 2.3
The City will implement traffic management and control measures on the street system and in around the CBD to emphasize the local access, service and transit routing functions of the downtown street system, giving full consideration to the efficient utilization of existing arterial roadways within the CBD.
POLICY 2.4
The City will develop and maintain an on-going promotional campaign for variable work hours in the CBD and other major activity centres.
POLICY 2.5
The City will encourage the availability of short term parking in the CBD and major commercial strips for approved business, commercial, retail, cultural and recreational developments.
12
OBJECTIVE 3
TO ACCOMMODATE CROSS TOWN VEHICULAR TRAVEL DEMANDS ON ARTERIAL ROUTES WHICH DO NOT PENETRATE THE CBD.
POLICY 3.1
The City will designate an integrated system of arterial ring routes, giving full consideration to mitigating community impacts.
POLICY 3.2
The City will provide clearly defined connections between the Provincial Highway system and the arterial ring routes.
POLICY 3.3
The City will encourage the use of the arterial ring routes by cross town vehicular traffic through traffic management techniques and upgrading of the arterial ring routes as appropriate.
OBJECTIVE 4
TO PROVIDE TRANSPORTATION FACILITIES AND SERVICES TO AND WITHIN NEW SUBURBAN DEVELOPMENT, IN SUPPORT OF THE APPROVED LEVEL OF DEVELOPMENT.
POLICY 4.1
The City will develop and maintain plans for internal arterial and collector roadways and public transit, as an integral activity in the preparation of an Area Structure Plan, through extensions of the existing arterial roadways and public transportation systems.
POLICY 4.2
The City will assess the transportation implications of alternative land use options on the city-wide transportation network as set out in Transplan before approval is given for an Area Structure Plan, giving full consideration to mitigating impacts on existing communities.
13
POLICY 4.3
The City will develop and maintain compatible staging programs to provide transportation facilities and services in concert with land use development in new suburban areas to ensure efficient and orderly development consistent with the Transportation System.
POLICY 4.4
The City will encourage the staged development of the proposed Parkway Ring Road to improve the urban and regional accessibility of developing areas and of existing communities.
OBJECTIVE 5
TO ACCOMMODATE RADIAL VEHICULAR TRAVEL DEMANDS TO THE CBD, GIVING FULL CONSIDERATION TO ALTERNATIVE AND COMPLEMENTARY TRANSIT FACILITIES AND TO MITIGATING THE IMPACTS ON THE INNER CITY COMMUNITIES.
POLICY 5.1
The City will strive to restrict, wherever possible, the development of new or upgraded arterial roadways to the periphery of existing communities and to existing transportation corridors, so as to minimize the disruption of existing communities.
POLICY 5.2
The City will implement, where feasible, measures to discourage through commuter traffic on non-arterial roadways.
POLICY 5.3
The City will strive to develop integrated land use and transportation plans for existing neighbourhoods which minimize conflicts between neighbourhood activities and transportation facilities.
14
2.3 THE LONG-RANGE NETWORKS
After the comparative analysis of alternative strategies, further work was carried out to develop roadway and transit networks representing the Recommended Strategy, (TSR/06/81: Transportation System Plan: The Recommended Strategy).
The specific facilities and services which may be provided in compliance with the goals and objectives of the recommended strategy cannot be defined with any degree of certainty, due to factors outside of the transportation planning process. The goals and objectives themselves will be subject to periodic review, and the physical interpretation of them will likely change with time, as new trends and concerns evolve. The Recommended Strategy has been described in terms of a long-range roadway network and transit network (Exhibit 2.3 and 2.4). These networks provide the basis for the maps, showing the approximate locations of the transportation facilities, as required by Section 5 (Transportation System Bylaw) of the City Transportation Act (1970).
Bylaw No. 6707 is intended as a conceptual representation of Edmonton's future transportation network and illustrates road and LRT designations, alignments and networks contained in "TSR/06/81, Transportation System Plan: The Recommended Strategy". The Bylaw is based on the TRANSPLAN documents TSR/02/81 to TSR/07/81.
The Bylaw is divided into two categories:
A.
Those transportation facilities existing and proposed as to the location and designation shown.
B.
Those transportation facilities/improvements proposed where location, type of improvement and/or designation is to be determined. These facilities are noted with an asterisk (*) in Appendix "B" and "C".
15
1.1•••••
.0",STOPN'y. I Mal IASF?
PLM
Yar•
Gam.
FACILITY CATEGORIES: A.
Those transportation facilities existing and proposed as to the location and designation shown.
B.
Those transportation facilities/improvements proposed where location, type of improvement and/or designation is to be determined.
Arterial
Arterial
Expressway or Freeway
voipmmvmmvmm Expressway or Freeway .144101.
LEGEND City Boundary prior to 1982 01 01 City Boundary 1982 01 01
NOTE:
Proposed Transportation Improvements
Prior to City Council approval of an improvement shown in either of the categories, a detailed functional planning study will be completed.
RECOMMENDED STRATEGY ROADWAY NETWORK
EXHIBIT 2.3
LEGEND City Boundary prior to 1982
--NOTE:
01 01
City Boundary 1982 01 01
Prior to City Council approval of an improvement shown in
Those LRT facilities existing and under construction Those LET facilities proposed, where location is to be determined.
either category,
a detailed functional planning study will be completed.
RECOMMENDED STRATEGY TRANSIT NETWORK
EXHIBIT 2.4
17
It is the practice of the City of Edmonton to conduct and seek approval of functional plans for all major improvements to the existing transportation network. The Functional Planning Process is defined in "TSR/07/81, Transportation System Plan: The Transportation Planning and Implementation Process in Edmonton", and deals comprehensively with the following:
- establishment of the need, location, and designation for the facility and/or improvement.
- a detailed examination of acceptable alternatives to determine the most appropriate scale, location, and designation for the facility and/or improvement giving full consideration particularly to complementary modes of transportation and existing and proposed facilties and/or improvements in the vicinity.
- impact on land use and redevelopment trends.
- social impacts.
- environmental impacts.
- community impacts.
- impacts on vehicular and pedestrian circulation.
- impacts on community facilities and prime residential amenities.
- costs and benefits of the proposed facility and/or improvement.
- functional planning study will include full evaluation and documentation of all acceptable alternative facilties and/or improvements including the "do-nothing" and "down grading" alternatives where appropriate.
18
The issues should be addressed not only for and in the immediate vicinity of the study area, but generally, on any area which may be directly impacted by the proposals.
19
3.0 PHASES IN THE TRANSPORTATION PLANNING AND IMPLEMENTATION PROCESS There are eight distinct phases in the transportation planning and implementation process, each of which comprises a different level of detail, and results in a different product. The product from one phase is generally input to the next phase, making implementation a sequential process. These phases range from the broad conceptual plans 20 - 25 years hence, to much more precise plans and facility design for implementation in 1 - 2 years hence. The eight phases of the transportation planning process are:
1
Goals and Objectives This phase of the process results in a series of objective and policy statements regarding transportation facilities and services, which are intended to support the General Municipal Plan. They have been obtained by soliciting views of the public at large and the City Council.
2.
Long Range Planning In this phase, a conceptual transportation system plan for the City and supporting transportation policies, consistent with the goals and objectives is produced.
3.
Ten Year Plan and Program This phase presents the facilities to be constructed within the next 10 years, along with the priority of timing of construction of each.
4.
Five Year Construction Program This program represents in greater detail, the timing of construction of transportation facilities within the next five years, and presents more precise cost estimates.
5.
Functional Planning This phase includes the definition of the functional feasibility (technical, economic, environmental, social) of the transportation facility.
6.
Detailed Design This phase results in the detailed plan and profile designs of the facilities, sufficient for capital budgeting, tendering and construction.
7.
Construction Phase This phase involves the tendering of the construction contract, supervision of construction, inspection of completed facility and acceptance by the City.
20
8.
System Monitoring This phase is an ongoing process of monitoring road and transit traffic volumes, identifying capacity deficiencies, determining trends in land use and travel patterns, as a basis for continually up-dating the short and long-term plans.
In summary, the following should be noted:
a)
The eight phases of this process are always on-going.
b)
The process is strategic in the sense that it provides a flexible framework, where each phase is related to the stated approved goals, objectives and policies of the City.
A simplified illustration of the transportation planning and implementation process may be found in Exhibit 3.0.
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21
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72 kututtaimi
LONG RANGE PLANNING,
_Arum. ',FP*
TRANSPORTATION SYSTEM PLAN AND TRANSPORTATIO SYSTEM BYLAW jf V
GOALS, OBJECTIVES AND POLICIES (GENERAL MUNICIPAL PLAN)
SYSTEM MONITORING
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DETAILED DESIGN
—
ImmransportationSystem
Plan
elitionton PLANNING & IMPLEMENTATION PROCESS ortation system plan
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Exhibit 3.0
trans ortation s stem plan
22
4.0 CONCLUSION The City Transportation Act, being Chapter 47 of the Revised Statutes of Alberta, 1970 with amendments up to and including November 3, 1978, states that: 11 3.
Each City is responsible for the costs of establishing and maintaining all transportation facilities, subject to its direction, control and management, but may qualify for financial assistance from the Province by complying with the terms of this Act.
4.
The City shall prepare a comprehensive transportation study report for the development of an integrated transportation system designed to service the needs of the entire City."
This requirement has been fulfilled by the preparation of Transportation Plan Part III, Volume I, and the Transportation System Plan, reports TSR/02/81 to 07/81 inclusive (see Exhibit 4.0).
The City Transportation Act continues: u
5.
(1) The City Council shall by bylaw establish a transportation system in accordance with the transportation study report and the bylaw shall designate the transportation system. (2) The bylaw shall include a map showing the approximate location of the transportation facilities and such other items as may be required by the regulations."
To comply with this Act, the Municipal Council of the City of Edmonton has established the following bylaws:
- The City of Edmonton Transportation System Bylaws: - Bylaw #3655, 1971 12 23 - Bylaw #3853, 1972 03 23 - Bylaw #4368, 1974 10 09
BYLAW 3655 1971 12 23
BYLAW 3853 1972 03 23
BYLAW 4368 1974 10 09
BYLAW 6707 (1982)
TRANSPORTATION PLAN PART 1 1974 06 15
TRANSPORTATION PLAN PART fl (FUNC. PLNG.)
********* TRANSPORTATION PLAN PART EU
VOLUME 1 1977 09 08
VOLUME 3 TRANSPLAN 6 REPORTS
* COUNCIL *APPROVAL * *********
VOLUME 2 (IN HOUSE)
PLANNING ACT 1977
BYLAW 6000 G.M.P. 1980 07 04
BYLAW 6905 TO AMEND BYLAW 6000 GNP (1982)
A DOCUMENTARY HISTORY OF TRANSPLAN
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A DOCUMENTARY HISTORY OFTRANSPLAN
CITY TRANSPORTATION ACT 1970
24
It is intended that the Recommended Strategy, developed by the Transportation System Plan, its goals and objectives and the long range and transit networks, will form the basis for a new Transportation System Bylaw, which will supersede Bylaw #4368.
The City of Edmonton will then be in full and up-to-date compliance with Section 5 of the City Transportation Act.